Make Model.





Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder


798 cc / 47.7 cub. in.
Bore x Stroke 82 x 75.8 mm
Compression Ratio 12.0:1
Cooling Liquid cooled


Electronic intake injection, ∅45mm throttle bodies


Knock control and oxygen sensors. 
Starting Electric

Max Power

55 kW / 75 hp @ 7300 rpm

Max Torque

77 Nm / 7.9 kg-m / 56.8 lbs/ft  @ 5500 rpm

Clutch Multiplate-plate in oil bath


6 Speed 

Final Drive Chain
Gear Ratio 1st 2.46 / 2nd 1.75 / 3rd 1.38 / 4th 1.17 / 5th 1.04 / 6th 0.96:1
Frame Tubular frame in steal partly carrying the engine

Front Suspension

Conventional ∅41mm telescopic fork


95 mm / 3.7 in.

Steering Head Angle


Front Wheel Travel

180mm / 7.1 in..

Rear Suspension

Gas pressure spring strut

Rear Wheel Travel

170mm / 6.7 in.

Front Brakes

2 x ∅300mm discs, 4 piston calipers, ABS

Rear Brakes

Single ∅265mm disc, 2 piston caliper, ABS

Front Tyre


Rear Tyre


Dimensions Length: 2280 mm / 89.8 in
Width: 890 mm / 35.0 in (incl. mirrors)
Height: 1240 mm / 48.8 in (excl. mirrors)
Wheelbsase 1562 mm / 61.5 in
Seat Height 820 mm - 790 mm / 32.3 in. - 31.1 in.

Dry Weight

186 kg / 410 lbs

Wet Weight

 209 kg / 460 lbs

Fuel Capacity 

16 Liters /  3.6 US gal

Top Speed

191.5 km/h / 119 mph

Easy to handle, practical and comfortable, the F 700 GS sets new standards in its class and rewards you with an unforgivable riding experience each time you jump on its saddle.

The motorcycle is built around a 798 cc, water-cooled 4-stroke, in-line two-cylinder engine with two overhead camshafts, four valves per cylinder and dry sump lubrication. As far as power is concerned, the unit generates a maximum output of 55 KW (75 Hp) at 7,300 Rpm and 57 Lb-Ft (77Nm) at 5,300 rpm which is more than enough to propel you to a maximum speed of up o 119 mph. The engine is mounted on a tubular steel space frame which sits on a telescopic fork ( 41 Mm) and a rear cast aluminium dual swing arm.

Carefree motorcycling fun for everyone! With the F 700 GS the direct successor to the F 650 GS. A shorter gear transmission ratio in the 75 bhp engine enhances agility while at the same time guaranteeing the bikes familiar top-class handling. This makes the F 700 GS an ideal all-round machine within the GS family, suitable for every kind of rider no matter how experienced.

What was good has just gotten better: with ABS as standard* and ESA, not to mention ASC as an option, the ride is not just safer but also offers especially high comfort. Low weight, reduced seat height and a lowering option make the F 700 GS the perfect easy-to-ride all-round adventure bike for any rider.

GS feeling everywhere: the design of the windshield and dial faces and the smoke-tinted turn indicators and LED rear light give the F 700 GS the grown-up look it deserves.

As usual, there is once again a wide range of options and special accessories for the F 700 GS to allow you to tailor your BMW to your individual preferences.

Review  Alberto Martinez  
THE perfect European, according to a postcard I saw in Brussels last week, would cook like a Brit, drive like a Frenchman, laugh like a German, talk like a Finn and be as sober as an Irishman, as frugal as a Greek, as calm as an Italian and as famous as a Belgian.

You may laugh, but this week I bring you shocking evidence that the Germans have a sense of humour after all.

I refer, of course, to BMWs mid-range adventure series: The outgoing F650GS, the F700GS which now replaces it, and the F800GS.

If you think those numbers refer to the size of the engine, think again, for they all have the same 798cc parallel twin.

I did ask a BMW spokesman about this, and his memorable reply was: Just like the British removed all the town names and road signs when the Germans were preparing for Operation Sea Lion, BMWs revenge is a random number nomenclature to confuse Triumphs R&D Department.

Or, back in the vaguely sane world, its simply to confer to people that its a lower power and lower cost engine and bike than the 800 models.

Yeah, right, as they say in Bavaria. The real reason is that Germans just love nothing more than a good chortle.

The last laugh, of course, is if the bikes better than rivals like Triumphs Tiger 800 or KTMs 690 SMC, so time to find out.

The seat, like most enduro-style machines with mild adventure aspirations, is narrow and firm, although there is an optional softer version.

Either way, it gives you an upright and commanding position from which you can take note of mirrors which are carefully poised between slightly useful and slightly useless, and a disturbingly dull dash of white on black analogue speedo and tacho whose only saving grace is that it matches the equally dreary black on grey digital information panel.

Note to BMW: sack head of instrument design - in both bike and car divisions.

BMW claims shorter gearing than the F650, but progress is still as ponderous as a cremated slug up to 4,000rpm, after which the engine perks up and delivers seamless oomph all the way to the redline at eight and a half grand, accompanied by a very satisfying snarl from its nether regions.

At sixth on the motorway, the engine is purring away at just over 4,000rpm, giving a frugal 55mpg or more in average use, although spirited riders will find the bikes sweet spot between five and six thousand, giving urgent progress without too much vibiness.

The long-travel suspension makes the nose genuflect under hard braking like a nun meeting the Pope, so the best way to keep the whole caboodle stable is add a deft touch of rear anchor, although ABS as standard and optional traction control will stop even ham-fisted jockeys coming to grief.

Handling, with the bikes featherweight 209kg, perfect balance and wide bars, is sweet and neutral, although not as precise as the Tiger 800s, but where the Beemer really scores is the clever optional electronic suspension adjustment.

Comfort makes the steering a little distant but mollifies the annoying firmness of the seat, Normal is a happy medium, and Sport makes the bike shoot its cuffs, slap you on the back and hunker down for serious fun in the twisties.

And fun it is, making it a tasty compromise between the smooth precision of the Triumph and the lunatic gnarliness of the KTM, and possibly the best 798cc 700 on the market.

Source Mirror Online